Safety crossing



H. R. GILMORE SAFETY CROSSING May 9, 1939.

9, 1939- H R. GILMORE 2,157,602

SAFETY CROSSING Filed Aug. 12, 1937 2 Sheets-Sheet 2 (ZZ 60 J0 im,,

Patented May 9, 1939 UNITED STATES PATENT OFFICE SAFETY CROSSING 9 Claims.

This invention relates to improvements in safety crossings and is directed more particularly and specifically to an automatic electrically operated safety crossing for railroads, and although the embodiment of the invention is illustrated in the drawings as particularly adapted for city street crossings of the railroad it will be readily recognized and understood that the invention is equally applicable to rural crossings.

The primary object of the invention is the provision of an electrically operated railway crossing with a secondary object being that of progressively warning a pluralty of crossings and progressively closing gates at said crossings.

Another object of the invention is that of providing a novel and improved crossing gate Which is automatically operated to close the .crossing in advance of the approach of a train.

A still further object of the invention is the provision of a motor operated camera at each crossing and automatically rendering said camera operative prior to the arrival of a train at the crossing.

Another and still further object of the invention is the provision of a novel contactor or circuit maker and breaker at each of the crossings.

A still further object of the invention is the provision of manually operable means on the locomotive whereby the operation of the system is under the control of the engineer.

A still further object of the invention is the improved electrical system which enables the automatic operation of the system to meet all possible demands to which it may be put by reason of the continuous passage of a train over the crossings; by reason of the stopping of a train intermediate any of the crossings, or by reason of the movement of a train in a reverse direction after it has passed any one or more of the crossings.

Other objects, novel features of construction and improved results of the invention constituting the system will appear in more detail from a reading of the following description in the light of the accompanying drawings.

The present application is a continuation in part of my copending application Serial Number 97,068 filed August 20, 1936, entitled Railroad crossing gates.

In the drawings:

Fig. 1 is a diagrammatic lay-out of the electric system utilized in connection with my improved invention.

Fig. 2 is a View in front elevation of one of the crossing gates utilized in connection with the present improved system.

Fig. 3 is a longitudinal vertical sectional view through a line contactor used in connection with the present improved system.

Fig. 4 is a transverse vertical sectional view through Fig. 3 of the drawings.

Fig. 5 is a transverse vertical sectional view through Fig. 3 of the drawings, the view being taken on a different line from that upon which Fig. 4. is taken.

In the accompanying drawings the improved invention is illustrated as a system operating safety crossings at three successive streets in a city. It is to be understood however that the number of safety crossings can be either increased or decreased without in any way departing from the spirit of the invention. The system as illustrated is particularly adapted for use in cities through which trains pass at street level, but is equally applicable to single grade crossings in rural districts. In reading the following description it will be therefore understood that in rural districts only a single safety crossing will be provided and that it would op- 25 erate in the manner hereinafter described in respect to the first safety crossing of a series of safety crossings in a city.

CROSSING GATE One of the important elements of the present system is the provision of a gate at each safety crossing. A gate particularly adapted for use with the present system is illustrated and described in my copending application Serial Number 97,068 entitled Railroad crossing gates. It seems advisable to a better understanding of the present system that the crossing gate be illustrated and described in some detail in the present application, but for a fuller and more comprehensive description of the crossing gate reference can be had to my aforementioned copending application.

At each safety crossing there is a gate at each side of the railroad track or tracks so as to block entry upon the tracks of trafiic which may be traveling in either direction upon the street or road crossed by the tracks. The description of the gate at one side of the track will be suflicient as the gate at the other side is identical and description of a single gate is suflicient to describe the gates at all of the safety crossings inasmuch as all of the gates are similar in construction and operation.

By reference to Fig. 2 of thedrawings it will 5 the gears l6 and i! extends horizontally between the upper ends of the vertical standards I and 2. A plurality of flexible gates A, B, C, D and E are suspended from the shaft 7 and are illustrated as composed of vertically and horizontally disposed cross chains, but could be in "the form of any suitable metallic mesh. The gates A and E are pedestrian gates and block the sidewalks 4 and 5.

Three independent gates are illustrated above the roadway and are the gates B, C and D.

The gates are normally wound upon the shaft 1 to give clearance to both the sidewalks and the roadway and are held in this elevated position by a pair of weights which move within the tubular guideways 2@. It will be apparent that each of the weights are provided with a cable 22 which is trained over and has attachment with a pulley 232 which has driving connection with the shaft 7. When current is delivered to the motors it these motors through their driving connection shaft 7 rotate the shaft and lower the gates against the pull of the weights 2!.

The gates B, C and D at their lower ends are provided with cushion bars it which are disposed approximately nine inches above the highway and in parallelism therewith. In spaced relationship along these bars are positioned steel hooks F the upturned ends it of which are fixed to face traffic approaching the gate. These hooks preferably terminate approximately nine inches above the roadbed of highway.

Should a vehicle such as an automobile attempt to pass the gates when they are down the front bumper of the car would strike against the gates and cause them to swing inwardly and upwardly which in turn would cause the hooks F to engage under the vehicle bumper. The momentum of the vehicle and the inward movement of the gates swinging on the shaft l as a pivot would lift the front end of the car upwardly and cause the rear end of the car to drag to a quick stop and thus protect the passengers from injury. On each gate is positioned a series of red lights it so that the presence of the gate is clearly indicated to trafiic.

Additionally on each gate there is a moving picture camera and an electric drive motor 353 therefor. Positioned in each highway in advance of the gate there is a depressible plate which is in the electric circuit to the camera and constitutes a normally open switch. The camera 46 is trained to take a picture of any vehicle which passes over the depressible plate 35 when the gates are closed. The specific manner of operation and the electric circuit for the camera will be hereinafter more specifically described. At this moment it is suflicient to explain that the camera will take the picture of any vehicle that might run through the gate.

In the event a vehicle driver or pedestrian should enter upon the tracks before the gates actually close they can easily escape as the gates at either side of the track will push or swing outwardly to permit exit from the tracks.

Each of the gates in addition to carrying red lights and a camera are provided with a loud speaker 3i through which announcements or warnings can be and are made in a manner to be hereinafter more specifically pointed out.

It is to be understood that the camera will be so focused as to include in the picture it takes of the vehicle the automobile tag and thus the ownership of the vehicle can be readily identifled.

Line contactor Before describing the electric system or circuit which is provided for automatic operation of the warning gate lights the operation of the gates themselves and for energizing the camera motor and the loud speaker, description will be given of the line contactors one of which is positioned at each safety crossing. These line contactors are suitably secured to the side of one of the railroad rails at each of the street crossings and is operable by the flanges of the wheels of the train.

A line contactor is illustrated in Figures 3 to 5 of the drawings and is designated as an entirety by L. Description of a single line contactor will suflice to describe all of those used in the system as they are all of like construction.

Making reference now to the aforementioned figures of the drawings, 53 is a hard rubber plate or coating on the upper surface of a similarly shaped steel plate 5i. A base 52 of similar allover length to that of the aforementioned plate Si is provided and is in separated parallel relationship to the plate 5!. These plates are held in separated relationship by a series of coil springs 53. The limit of movement of the plate 5| away from the base is under the control of the links iii which are movable in the base carried eyes or yokes 55. The cross sectional shape of the plate 5i and the base 52 is clearly apparent in the drawings from which it will be seen that the flange of a car wheel running on the rail 55 will engage the rubber upper face 58 of the upper plate 5i and cause the same to be depressed against the tension of the coil springs 53. To guide the upper plate in its reciprocal movement the base is provided with an upturned flange or edge ill which is telescopically received by the down-turned side wall 58 of the upper plate. The base 52 rests upon the base 59 of the rail and is suitably secured to the rail by a bolt 6d.

The line contactor base and upper plate are of a configuration to form an elongated housing 6!. Within this housing are a series of flexible water-tight housings or chambers 62 which housings at their tops and bottoms make water-tight connection with insulation blocks and 64 which are carried on the under side of the upper plate and the inner face of the base 522 respectively. Within each of the flexible chambers all? are four open electrical contacts composed of opposed upper and lower coil springs 65, 6t, 67], (iii, 69, I53, H, and 12 respectively. The lower springs and upper springs are oppositely opposed but are in separated relationship with the result that as the upper rail is depressed through contact with the flange of a car wheel the springs engage one another to close the electric circuits in which they are interposed as circuit makers and breakers, all of which will be more specifically hereinafter described.

From the foregoing it will be seen that a line contactor is a normally open switch capable of being closed when it is engaged by the flange of a car or locomotive wheel.

Electric system The electric circuit is illustrated in Fig. 1 of the drawings and comprises a series of what I have termed positive lines and a single negative line. These lines are electric wires which are mounted on insulating blocks on the outside of the railroad rails and are engaged by suitable trolleys, which will be hereinafter described, carried by the train locomotive. It has been mentioned that there are a plurality of positive lines and a single negative line. This description however is not to be understood as a limitation of the present invention as the system can be equally well worked by utilizing a single positive line and a plurality of negative lines. Therefore in reading the following description it is to be understood that a reversal of the system would result in the use of a single positive and a plurality of negative lines.

The single negative line which is carried by the railroad rail is designated as AI and extends from a point 80 which is three blocks in advance of the first safety crossing which is designated as an entirety by H to a point 8| which is beyond the far sides of the second and third safety crossings which are designated as I-II and H2. A lead-off line A2 from the negative line AI has connection through the wire 82 with the loud speaker 3| on the First Street crossing gate; connection with the camera 48 on the first crossing gate through the line 83, and connection with the drive motors 8 of the first crossing gate through a line 84. Connection of the negative line take-off A2 is had with red lights 38 through the take-off wire 85.

Turning now to the second crossing gate which is illustrated in the drawings as being at Second Street, it will be seen that a lead-off line A3 from the negative line AI has connection with the loud speaker 3|, the camera motor 38, gate motors 8 and red lights 38 by take-off lines 86, 81, 88, and 89 respectively.

The loud speaker, camera motor, gate motors and red warning lights of the Third Street gate are connected to the main negative line AI by a main take-off A4 and the supplemental lines 98, 9|, 92 and 93 respectively.

From the description thus far given it will be seen that the loud speaker camera motor, gate motors and electric warning lights on each gate are at all times in circuit and ready to receive a negative current and will be set into operation upon the circuit being closed to a positive delivery line.

There are four positive lines C--2, D2, E-2 and F2.

The positive line 0-2 begins at the point 88 which is three blocks in advance of the safety crossing at First Street and extends to a point 8| at the far side of the crossing at Third Street but is broken in its length to form a plurality of line extensions which bear the numerals 0-2, C3, C4, C-5, 0-9 and C1. Having reference to the gate or crossing H at First Street it will be seen that the positive line 0-2 is connected only to the warning lights 38 by the takeon wire 94 and to the loud speaker by a shunt line 95 extending from said take-off line 94. The line C2 indicates the third block in advance of the first safety crossing.

The line C3 represents the second block in advance of the safety crossing at First Street and this positive line is provided with a take-off 96 which is connected by a wire 91 to the loud speaker; by a wire 98 to the warning lights on gate H at the first crossing, and by wires 99 and I88 to the loud speaker and warning lights of gate HI at the Second Street crossing.

The line C4 runs in the block immediately in advance of the first safety crossing at First Street and this main positive line is provided with a take-01f I M which has connection with the warning lights and the gate motor of the first crossing gate H through the wires I82 and I83 respectively. At the crossing there is positioned one of the line contactors L and a take-off wire I84 from the take-off wire I8I extends to the contactors thereof while from the contactors 66 a wire I 85 connects to the positive line C'5. The main positive connection with the drive motor 38 of the camera on gate H is had with the positive line 0-9 with the wire I88 which passes through the roadway depressible switch 35 and from there to line 0-4 on line I18.

The take-off wire IIII from the main positive line 0-4 is also connected to gates HI and H-2 through the line I81. The loud speaker and warning lights of the gate at the second crossing are fed from the line I81 by the lines I88 and I89 respectively while the loud speaker and warning lights of gate I-I-2 at the Third Street crossing are fed from the take-off line I81 through shunt wires or lines H8 and III respectively.

The line C-5 runs in the block immediately in advance of the Second Street crossing and is provided with a take-off line I?! which has connection with the warning lights and gate motor at this crossing through the lines I'IZ and I13 respectively. A shunt line I16 runs to one contact of line contactor and from the cooperating contact thereof a line I15 is connected to the line (3-8. A further take-01f line I76 extends to the gate at the Third Street crossing and is connected to the warning lights thereof through a 183 respectively. A shunt take-off I 8 3 from the line I8I goes to one contact of the line contactorand from the cooperating contactor thereof a line I85 is connected with the main line C 'i. The camera operating motor is connected to the line C-E through the wire I86, road cont-actor 35 and wire I81.

The main positive line D2 extends from the point 88 three blocks in advance of the first crossing to the point 8! beyond the third crossing. The main positive line E--2 extends unbroken from the point 88 to the first crossing and is then provided with a line E--3 extending between the first and second crossings; the line E4 extending between the second and third crossings, and the line E- extending onwardly beyond the third crossing. The positive line F-Z in its characteristics is similar to the positive line E2 in that it extends unbroken to the first crossing; has a portion F3 between the first and second crossing; a portion F- l between the sec- 0nd and third crossing and a portion F-5 extending onwardly beyond the third crossing. The line D2 at the First Street crossing is adapted to be connected with the warning lights and motor of this crossing by a wire I88 which passes to the line contactor contact point 63 while from the cooperating contact point 6'? a Wire 189 extends which is connected to the warning lights while a take-off wire lfifl is connected to the gate motor. At the Second Street crossing there is a take-off line Edi from line D? which leads to the contact 83 of the line contactor while from the cooperating contact 51 a line H92 leads to the warning lights and a shunt line 193 therefrom leads to the gate motor. At the Third Street crossing there is a take-off line 94 from the line D2 which leads to the contact 68 of the line contactor at this crossing and from the cooperating contact 6? a wire leads to the warning lights and a shunt line we to the gate motor.

Line E-PZ is provided with a take-oh is; which leads to the warning lights while a shunt line 5 38 is connected to the loud speaker. The line E-$ adjacent the First Street crossing is provided with a take oir line led which runs to the line contact point 5 3 at that crossing while the cooperating contact point 69 thereof is connected to the aforementioned line 5 $7 which has current delivery connection with the warning lights and loud speaker at the First Street crossing. At the Second Street crossing the line E-3 is provided with a take-0n? line 20!! which has connection with the warning lights at this crossing and has a shunt line 253! connected with the loud speaker. The line E l adjacent the Second Street crossing is provided with a take-on? line 262 which is connected to the contact is of the line contactor at this crossing while the cooperating contact point 89 is connected to the aforementioned line 2653 which provides current delivery connection with the warning lights and loud speaker at the Second Street crossing. Adjacent the Third Street crossing the line E- t is provided with a take-on" line which is connected to the warning lights of this crossing and is provided with a shunt line 286 which is connected to the loud speaker. The line lit-5 is provided with a take-- 01? line which runs to the line contactor contact point iii while its cooperating contact point 69 is connected to the aforementioned wire to provide current delivery to the warning lights and loud speaker at the Third Street crossing.

The line F-2 is provided with a take-off line 2% which branches out as at till and 2553 for connection with the warning lights and gate motor respectively of the First Street crossing. The line F-3 adjacent the First Street crossing is provided with a take-on 2% which runs to the contact '52 of the line contactor at this crossing while its cooperating contact point ii is connected to the aforementioned line 296 to provide current delivery connection through the aforementioned branches Eiil and to the warning lights and gate motor at the First Street crossing. Incidentally the line E-?. is connected by a wire EH33 to the road switch and from that switch the wire 2M extends to the camera motor 38 at the First Street crossing. The line F-3 adjacent the Second Street crossing is provided with a take-off 252 which through branch lines 2&3 and 2M is connected to the warning lights and gate motor respectively of the Second Street crossing. Also the line F--3 is connected to the road switch 35 by the wire 255 while the road switch is connected by the wire 2 iii to the camera motor of the Second Street crossing.

The line F4 adjacent the Second Street crossing is provided with a take-off 2|! which runs to the Second Street line contactor contact point 12 while its cooperating contact point 7! is connected as at 2H3 to the aforementioned take-off BIZ and through it to the warning lights and gate motor of the Second Street crossing by the branch line 2I3 and 2M respectively. The line F4 at the Third Street crossing is provided with a take-off 253 which by branch lines 220 and 22! is connected to the warning lights and gate motor respectively of the Third Street cross- A line 222 extends from the line F4 to the road switch 35 and a line 223 extends from said switch to the camera motor at the Third Street crossing. The line F-5 is provided with a take-off 224 which extends to the contact point '12 of the Third Street line contactor while the cooperating line contactor contact point H is connected by a wire 225 to the aforementioned take-off line 2H3 from the line F i and through the branch take-off and 228 to the warning lights and gate motor respectively of the Third Street crossing.

The purpose of providing two lines leading from the camera motors 38 and the road switch 35 in each instance is to prevent a short circuit. As an instance, if the panel switches are operated to deliver current to the line F-Zi and the train trolley were in contact with the line F-2 there would without the provision of the two lines mentioned, be caused unnecessary alarms at the Second and Third Street crossings. It is to he understood that the two lines leading into and from the depressible road switches lead to individual contacts which are insulated from one another and that this is illustrated in Fig. l. of the drawings as the two lines leading into and away from the road switches 35 are connected to those switches at different points.

Further detailed description of the electric circuit is considered unnecessary as any one skilled in the art can read the circuit, and for the further important reason that the circuit will be hereinafter more specifically explained when description of the operation of the system is made.

The locomotive The locomotive cab is illustrated diagrammatically and is designated as an entirety by B-l and it will be seen that there is a generator B3 which is driven in any suitable or convenient manner and is for the purpose of generating current to go out over the negative line AI and the series of positive lines 0-2, D-2, 13-2, and The generator B-3 is electrically connected on its negative side by a line I49 to a trolley or shoe l5i which is adapted to electrically contact the negative line A--l while the positive line l5! has a pair of branches I52 and I53 which are electrically connected to a control panel B-Z. The branch line 52 is electrically connected to a series of manually operable switches C-l, D-l, E-i, and F--i which are operable to connect the positive side of the generator with the trolleys Hit, I55, I55, and I5! respectively which trolleys respectively are adapted to engage the positive lines C2, D-2, E-2 and F--2.

M represents a red electric bulb in the engine cab which is connected to the negative side of the generator by the wire A-ii and to the positive line of the trolley I54 by the Wire R-2.

A transmitter which is utilized in connection with the loud speakers on the gates is also disposed in the cab and is designated as O and is connected to the positive side of the generator by the wire I58 and to the negative side of the generator by the wire I59 which connects into the aforementioned negative lead-off A-5.

N is an electric bell having a push button P in circuit therewith and which on its positive side cuts in on the positive line R2 and on its negative side cuts into the negative take-off A5.

It will be noticed that the engine is provided with a second pair of trolleys I60, I65, I52 and I63 which can be selectively connected to the positive side of the generator through the manually operable switches I64, IE5, IE6 and IE7, The trolleys I60 to I63 inclusive are for engagement with the positive lines -2, DZ, E-i. and F-Z when the locomotive is traveling in the opposite direction to that illustrated in the drawings, which is toward the gate H.

OPERATION Continuous running.Description will first be given of the manner of operating the system when the train is advancing towards the gate H at the First Street crossing and has to pass through the town or city and over all the crossings in a continuous progressive manner. The engineer knowing that he is going to continue through and over all the crossings without stopping will throw in or close the switch CI 0n the control panel B2. The trolley I50 upon its engagement with the negative line A! will deliver current thereto and the trolley I54 when it progressively engages the positive lines C2, CI inclusive will deliver current thereto. From a reading of the circuit illustrated in Fig. 1 of the drawings it will be seen that the circuit will be closed to the red lights and to the loud speaker on the gate H at the First Street crossing while the train is traveling a distance of one block. The red lights will advise of the approach of a train and either vocal directions or warnings can be made by the engineer over the loud speaker 3I or he can broadcast the sound of the bell N by closing the circuit through the push button P. As another means of warning sent over the loud speaker a phonograph record could be started which would give the desired warning through the loud speaker 3I. When the trolley I54 contacts the positive line C3 the circuit will again be closed to the red lights and loud speaker of the gate H at First Street and the circuit will additionally be closed to the warning lights and loud speaker at the gate I-I-I at the Second Street crossing. When the trolley I54 contacts the positive line C4 the circuit will be closed to the red lights and loud speaker on gate HI at the First Street crossing and additionally to the gate operating motors 8 and to the vehicle operated roadway plate 35 and to the warning lights and loud speakers on the gates I-I-I and H2 at the Second and Third Streets crossings respectively. The closing of the circuit to the gate motors on gate HI will cause the highway gates to close. When the trolley in its forward movement contacts the positive line C- the circuit will be closed to the gate motors on the gate I-II at the Second Street crossing to cause that gate to close and warning lights and the loud speaker will also be energized on this gate. Additionally the circuit will be closed to the warn ing lights and loud speaker on gate H2 at the Third Street crossing. When the trolley reaches and contacts the positive line CG the circuit will be closed to the warning lights and loud speaker on that gate and also to the gate operating motors so that the gate will be closed.

Current will also travel to the roadway operated contactor 35 in Third Street.

All of these gates will now remain closed as long as any car in the train is on or passing over a crossing and engaging a depressible contactor plate L. This will be apparent as Fig. 1 of the drawings makes it clear that the wiring or circuit is such that even after the trolley has passed beyond the contact with any of the positive lines C2 to CI inclusive the circuit is operated by the flanges of the car wheels through the depressible line contactors L to keep the circuit to the gates closed as long as a car wheel is in engagement with and depressing a contactor.

When the wheels of the car at the end of the train pass beyond a crossing line contactor L the circuit behind the train is broken and the gates will open through the pull of the weights and the warning lights of the gate will go out and the loud speaker 3! will become silent.

When the circuit first is closed through contact of the trolley I54 to the positive line C2 the circuit is closed to the electric light bulb M in the engine cab and the engineer is advised that the system is working properly. If desired the circuit to the electric bell can be closed at the same time that the circuit to the electric light bulb is closed so that the bell N will automatically ring and be heard through the loud speakers on the gates and can be cut-off, rather than turned on, by the push button or switch P. If the normally closed circuit to the electric bell is utilized the engineer in addition to being warned visibly by the red light, is warned by failure of the bell to ring in the event the system is not working properly.

Stopped train-When the train is to stop the engineer will know of this fact and just before he brings the train to a stand-still he will throw off or open the switch CI and close the switch DI The result of this is that the positive line D-2 is used and only that gate of the crossing or crossings upon which are cars of a train will be warned and the crossing gates closed.

As an example, if the engine were between the first and second street crossings but cars were on the first street crossing the flanges of said car wheels will depress the positive contactor L which through its connection with the positive line DZ will close only the circuit to the warning light, and the gate operating motors of the gate 1-! at First Street, the current traveling'from positive line DZ on line I88 through 68 and 51 of line contactor L on line I85. to the warning lights and on line I96 to the gate motor. All positive current delivery from line D2 is under the control of the line contactors L.

When the train is about to start the engineer will close the manual switch EI and current will be delivered through the trolley I55 to the positive line made up of the parts E 2 to E-5 inclusive. This will result in closing the circuit to the warning lights, and loud speakers on the first crossing ahead, which in this instance will be Second Street, without closing the circuit to any of the alarm or warning apparatus on any of the other crossings. This gives a good warning in advance of the arrival of the train at the Second Street crossing before the gates thereof are closed. As the engineer actually starts the train he will close the switch CI and open switches DI and E-I so that the system will operate on the continuous basis heretofore described and will so operate until the last car of the train has passed the last crossing.

For switching between crossings.1n the event the engine and a few cars Were between First and Second Streets crossings and it were decided to pull these few cars over onto trackage between the Second and Third Street crossings there would be no reason to sound the alarm or close the gates at any crossing but that at Second Street, and accordingly the engineer would close the switch E-I which will close the circuit to the warning lights and loud speaker on the second gate and a few seconds before the engine were actually started forward in movement the engineer would close the switch FI which would result in the closing of the circuit to the electric motors on the gates at Second Street so that these gates will be closed as the train passes over the Second Street crossing onto the trackage between Second and Third Streets.

Travel of train in opposite direction-No specific description of this need be given as it has already been pointed out that the engine cab is provided with trolleys I to I63 adapted to engage the positive lines when the engine and train are traveling in a reverse direction to that illustrated in the drawings and heretofore described. It is equally as evident that the centrally positioned negative line contactor trolley I50 will engage the negative line A! irrespective of the direction in which the train is traveling.

Although it is not illustrated due to lack of available space it is to be understood that the positive lines 0-2 to F-2 inclusive will extend three blocks beyond or in advance of the Third Street crossing just as they do in advance of the First Street crossing.

Backing of train-In the event the train and the engine and its cars were between any two crossings, such as for instance the crossings at Second and Third Streets, and the train were going to be backed over the Second Street crossing the engineer will close the switch E-I a few seconds before starting out and the current would travel back to the crossing gate on the Second Street crossing and the circuit would be closed to the warning lights and loud speakers thereof. The engineer would then thereafter close the switch FI which would cause the circuit to be closed to the gate operating motors so that the gate would actually be lowered and block the crossing. This would also render the circuit to the motor of the camera ready to be closed by operation of the roadway plate switch 35.

Modification.--Without pointing out the same in detail it should be recognized that slight modifications in the present system could be made without in any way departing from the present inventive thought and the invention is to be limited only within the scope of the hereinaiter appended claims.

It might be mentioned that reflectors could be placed on the highway crossing gate so as to catch the light of approaching vehicles and further warning the drivers thereof, and that rubber coating could be placed upon the flexible wires, chains, or ropes of which the flexible mesh highway and sidewalk blocking gates are composed.

Additional troZZeys.The engine or its tender is provided with additional trolleys positioned rearwardly of those illustrated and connection with the additional trolley is had through the wires I54e, I55 I562 151* Ififi I6I I52 and I63 These additional trolleys which are positioned rearwardly of those illustrated, are for the purpose of maintaining contact with the positive lines when the front trolleys are passing over the broken portions of the positive lines.

I claim:

1. In combination, a stretch of railroad track, a train movable thereover provided with a source of electrical energy, a series of highways intersecting and crossing said track at a plurality of separated points therealong, a normally open gate at each of said crossings, electrically operated means to close said gates, electric warning lights and an electrically operated sound broadcaster at each of said crossings, a sound transmitter on said train, electrical conductors extending from each of said warning lights, sound broadcasters and gate operating means to points well in advance of both sides of all of said gates, means carried by said train for electrically connecting said source of electrical energy to said conductors and electrically connecting said sound transmitter to said conductors, said conductors ar ranged whereby the warning lights and sound broadcasters at all of said crossings are progressively energized as the train reaches points a predetermined distance in advance of said crossings, said conductors further arranged whereby the gate operating means at said crossings are progressively energized to close said gates as the train reaches points a predetermined distance in advance or" said crossings, and means to keep the same closed from the time the train reaches a point a predetermined distance in advance of each crossing until the last car of said train has passed over said crossing.

2. In combination, a stretch of railroad track, a train movable thereover provided with a source of electrical energy, a highway intersecting and crossing said track, a normally open gate at said crossing, electrically operated means to close said gate, electric warning lights at said crossing, a sound broadcaster at said crossing, conductors adjacent said track and extending from a point well in advance of both sides of said crossing and electrically connected to said warning lights, sound broadcaster and gate operating means, means on said train for delivering electric current to said conductors, sound means on said train and electrically connected to the source of electric current and through said conductors to said sound broadcaster at said crossing, said conductors arranged whereby as said train approaches said crossing the warning lights are energized and a warning sent over said sound broadcaster, said conductors further arranged whereby as the train nears said crossing the gate operating means is additionally energized, switch means at said crossing and associated with said conductors to cause said gate operating and closing means to remain energized until the last car of said train has passed over the crossing, and said switch means being operated by said train.

3. In combination, a stretch of railroad track, a train thereon provided with a source of electrical energy, a highway intersecting and crossing said track,a normally open gate at said highway crossing, electrioally operated means for closing said gate, electrically operated warning lights at said crossings and an electrically operated sound broadcasting means at said crossing, a pair of current conductors adjacent said track extending from said highway crossing to points well in advance of either side thereof, one of said conductors being continuous in length and the other of said conductors being broken so as to be sectional in character in respect to its length, means carried by said train and connected to the negative pole of said source of energy for delivering current to one of said conductors and means carried by said train and connected to the positive side of said source of electrical energy for delivering current to the other of said conductors, said continuous conductor being connected to the gate operating means, warning lights and the sound broadcaster, that section of the sectional conductor most remote to the crossing being connected to the warning lights and the sound broadcaster, that section of the sectional conductor next remote to the crossing being connected to the warning lights sound broadcaster and gate operating means, that section of the sectional conductor at and extending across the highway crossing being connected. to the Warning lights and the sound broadcaster and the gate operating means, and said train being equipped with a sound device electrically connected with the source of electrical energy and through it to the said conductors to the sound broadcaster at the highway crossings, the parts operating as and for the purpose described.

4. In combination, a stretch of railroad track and a train movable thereover provided with a source of electrical energy and means to electrically transmit sound, a series of highways intersecting and crossing said track in spaced relationship therealong, a normally open gate at each of said crossings provided with electrically operated means to close the same, electrically operated visible and audible warning means at each of said crossings, a series of electrical conductors extending along said track and closely adjacent thereto, said conductors being arranged to form a plurality of circuits extending to said gates and said visible and audible Warning means from points at different distance along said track from either side of said crossings, means on said train to selectively deliver electricity to said conductors to selectively utilize one or more of the circuits to said crossings, said circuits being so arranged that by said selection the crossings can be progressively warned and the gates thereat progressively closed, or when a train is between the crossings the crossings behind or in front of said train or both of said crossings can be first warned and the gates thereof closed, and means at said crossings and in said electric circuits operable by the train to cause each of said crossings to be continuously warned and the gates thereof kept closed as long as any car of said train is on or passing over said crossing.

5. In combination, a stretch of railroad track, a train movable thereover provided with a source of electrical energy, a series of highways intersecting and crossing said track in spaced relationship therealong, a normally open gate at each of said crossings, individual electrically operated means for operating each of said gates to close the same, an electrically operated warning signal at each of said crossings, electrical conductors extending from each of said named electrically operated instrumentalities to points well in advance of both sides of all of said crossings, means carried by said train for contacting said conductors and delivering electric current thereto from said source of electric energy, certain of said conductors providing a closed circuit when the train reaches a predetermined distance in advance of the first crossing whereby the warning signal on the first gate is energized, other of said conductors providing a closed circuit when the train reaches a second predetermined distance in advance of the first crossing whereby the warning signal on the second crossing is energized in addition to that energized on the first crossing, still other of said conductors providing a closed circuit when the train reaches a third predetermined distance in advance of the first crossing whereby the warning signals on all the crossings are energized, and additional circuits formed by said conductors acting as the train reaches a predetermined distance in advance of the first and second and third crossings respectively to energize the gate operating means of said crossings, whereby the crossings are progressively warned of the approach of the train and the gates at said crossings are progressively closed as the train closely approaches said crossings, and switch means at said crossings to cause each gate to remain closed as long as any car of said train is on the crossing at said gate.

6. In combination, a stretch of railroad track, a train movable thereover provided with a source of electrical energy, a highway intersecting and crossing said track, a normally open gate at said crossing, electrically operated means to close said gate, an electrically operated Warning signal at said crossing, electrical conductors extending from a point well in advance of both sides of said crossing and electrically connected to said warning signal and gate operating means, means on said train for delivering electric current to said conductors, said conductors being arranged whereby when said train approaches said crossing the warning signals are caused to operate, said conductors being further arranged whereby as the train nears said crossing the gate operating means is energized to close said gate, and switch means at said crossing and operable by the train to cause said gate operating and closing means to remain energized to hold said gate closed until the last car of said train has passed over the crossing.

'7. In combination, a stretch of railroad track, a train thereon provided with a source of electrical energy, a highway intersecting and crossing said track, a normally open gate at said highway crossing, means responsive to electrical energy to close said gate, warning signal means at said crossing responsively operable to electrical energy, a pair of current conductors extending along said track from said highway crossing to points well in advance of either side thereof, one of said conductors being continuous in length and the other being broken so as to be sectional in character, means carried by said train for delivering current to said conductors from said source of electrical energy, said continuous conductor being connected to the gate operating means and the warning signals, that section of the sectional conductor most remote to the crossing being connected to the warning signal, that section of the sectional conductor next remote to the crossing likewise being connected to the warning signal means, that section of the sectional conductor at and extending across the highway crossing being connected to the warning signal means and the gate operating means, and means at the crossing and connected to the sectional conductor and operable by contact with the wheels of the train to maintain electrical connection of the sectional conductor with the gate operating means as long as any car of the train is on or passing over said crossing, the parts operating as and for the purpose described.

8. In combination, a stretch of railroad track and a train movable thereover provided with a source of electrical energy, a series of highways intersecting and crossing said track in spaced relationship therealong, a normally open gate at each of said crossings provided with electrically operated means to close the same, electrically operated warning means at each of said crossings, a series of electrical conductors extending along said track connected to and forming a plurality of circuits adapted to selectively deliver electricity to said gate operating means or to said crossing Warning means, means on said train to selectively deliver electricity to different of said conductors to selectively utilize one or more of the circuits to said crossings, and said circuits being further arranged whereby through said selection the crossings can be progressively Warned and the gates thereat progressively closed, or when a train is between the crossings the crossings behind or in front of said train or both of said crossings can be first Warned and the gates thereof closed, and switch means at said crossings and in each of said electric circuits to cause each of said crossings to be continuously warned and the gates thereof kept closed as long as any car of said train is on or passing over said crossing.

9. In combination, a stretch of railroad track, a train movable thereover provided With a source of electrical energy, a series of highways intersecting and crossing said track in spaced relationship therealong, a normally open gate at each of said crossings, individual electrically operated means for operating each of said gates to close the same, a pair of conductors extending along said track to points well in advance of both sides of all of said crossings, one of said conductors being continuous in nature and having electrical connection with said gate operating means, the other of said conductors being broken by an open switch at each of said crossings, the operating means for each of said gates being electrically connected to that section of the broken conductor in advance of the open switch at its track crossing and adapted for electrical connection through said switch to that section of the electrical connection at the other side or behind said open switch, means carried by said train for contacting said conductors and delivering electric current thereto from said source of electrical energy, and said open switches operable by said train, the parts operating whereby as the train approaches each of said crossings the gate operating means thereof is energized to close the gate and the open switch will be closed and the gate closing means energized to keep said gate in a closed position as long as any car of said train is on the'crossing.

HARRY R. GILMORE. 

